Car-coupling



. u e e h S m e e h S 3 S m Nm M D1 EW .0 P -A T (No Model.)

Patented Apr. 6, 1886.

W I 1 INEIS SES L7 6 N. PETERS. Pnola-Lluwgraphur. wmhin ton. 0. c4

(No Model.)

3 Sheets-Sheet 2 T. P. EVANS.

. GAR COUPLING. No. 339,392.

Patented Apr. 6, 1886.

N. PETERS, Phcwulhogriphu. Wahlnghlt. D.C v

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THOMAS P. EVANS, OF DENVER, COLORADO.

CAR-COUPLING.

Application filed January 18, 1886. Serial No. 188,928.

April 6, 1886.

(No model.)

To all whom it may concern:

Be it known that I, THOMAs P. EVANS, a citizen of the United States, residing at Don ver, in the county of Arapahoe, State of 0010- rado, have invented certain new and useful Improvements in Oar-Couplers, of which the following is a specification, reference being had therein to the accompanying drawings.

Figure 1 is a side elevation of my improved automatic car-coupler detached from car-beds. Fig. 2 is a top plan view of the same. Fig. 3 isa plan view of two couplers, the cars being uncoupled and the coupling-hooks being arranged for use in the yard, where a common link may be used, if desired. Fig. 4 is a similar view of the same parts, showing the coupling-hooks adjusted for automatic coupling when cars come together. Fig. 5 is a view showing the hooked couplers adjusted for coupling when both are open. Fig. ,6 is atop view of my improved spring-actuated buffer. Fig. 7 is a perspective view of one of my improved coupling-hooks. Fig. 8 is a section taken horizontally through one of the couplers in the plane indicated by the dotted line a a; on Fig. 1. Fig. 9 is a view of the back of a coupler.

This invention relates to certain novel improvements on couplings for railway cars and coaches, which improvements have especial relation to what are denominated self-couplers, or automatic couplings of the hooked kind, as will be fully understood from the following description when taken in connection with the annexed drawings.

This invention is applicable to cars as now constructed. Therefore I do not illustrate, in the drawings hereto annexed, car-beds. A designates a draw-bar; B, my improved auto matic or self-coupling hook, and O the springactuated buffer.

The draw-bar A may be provided with the usual spring-cushion and hung beneath the platform and bed of a car in any well-known or other suitable manner. This drawbar is recessed longitudinally at a. on one side, to receive a slide, D, which is allowed to receive endwise movements, and which is suitably capped. The said draw-bar is also recessed at b vertically to allow play for a stud, b", which is the rear attachment for a helical spring, D, located on top of the draw-bar and suitably linked at its front end to the back of the coupling-hook.

The front end of the slide D is connected by a chain to the Windlass of a vertical handwheel shaft, E, which should be conveniently arranged for a brakeman, both for coaches and freight-cars.

I will now describe my improved automatic coupling-hook. Both hooks are made alike. Therefore the following description of one hook will apply to both.

The letter 02 designates an abutting surface which is on the heel of my hook, which surface is in or nearly in aplane at right angles to the road, or, in other words, atright angles to the length of the car when the couplinghook is in the position shown in Figs. 4., 5, and 9 of the annexed drawings. This heel d is slotted horizontally at many points, as indicated by the letter d, for the purpose of re ceivinga common coupling-link, and to allow the adjustment of the same for platforms or car-beds of different heights, and in combination with these link-receptacles the heel of the hook is provided with a receptacle, 1, for a couplingpin. At the opposite end of the heel d, I form two hooks, c e, which may or may not be perforated at c e. The object of these perforations is to receive a coupling-pin for acommon coupling-link. On the inner side of the said heel are formed surfaces 9 9'. These are impinging surfaces for the corresponding sides of another coupler.

On the posterior side of my improved selfcoupler, as shown in Fig. 8, is a seat or bearing, which is shouldered above and below and adapted to serve in combination with the slide or bolt D, to lock positively the couplinghook when it is in the position indicated in Figs. 1, 2, 3, and S. This couplinghook which I am describing has its axis of motion at h, by means of a vertical pivot, which passes through ears formed on the end ofthe draw-bar, through the hooks near the heel, and also through an ear, f, formed on the coupling-hook near the heel d. It is about the vertical axis of motion of the pivotal pin h that my improved hook vibrates. \Vhen the hook is in the position indicated in Figs. 5 and 9, the face a abuts against the end oft-he draw-bar. Vvhen the hook is in the position indicatedin Figs.1,2,3,and 8, the face 6 abuts against a stop, 8, which may be inserted into the top of the draw-bar,to be used in combination with a chain for taking up slack. The flat-faced heel, slotted or not, the angular face a the face 6 and the peculiar shaped hook, together with the curved crotch on the inner side of the heel d, constitute the essential features of my improved automatic coupling-hook, the said faces being perpendicular to the roadway.

It will be seen from the above description of my improved coupling-hook that it will accommodate itself to road curves, also to vertical inequalities, and also to lateral thrust or shucking Without liability of detachment. At the same time the coupling-link affords abutments without coupling in changing cars on tracks in the yard.

The buffer 0 is located on the opposite side of the draw-barA to the locking bolt or slide above described. This buffer consists of a curved plate,j, which may be made of steel, having a cushioned face, the inner end of which abuts against and is guided by the side of the draw-bar, and the outer portion is bent backward, so that when the nose of the hook of a coupler impinges against it in the act of coupling cars, the free end of the coupler will be directed inward and a coupling positively effected. This bufferj is rigidly fixed on the end of a rod, 70, which has endwise movement through guides 70 k, and is shouldered at Z. Between the shoulder Z and the rear guide a helical spring, m, is coiled around the rod k,

which cushions the shocks against said bufferplate.

The position of the buffer-plate with respect to the laterally-curved end of the car-platform 40 is such that car-platforms can be brought api proximately close together, and thus practi cally make up a solid train, which will move without undue concussion.

Having described my invention, I claim' 1. .In a car-coupler, the combination of a pivoted couplinghook, a spring-actuated slide, and a spring-actuated curved buffer-plate,substantially as described.

2. For the purpose described, a couplinghook having a flat-faced heel, the angular abutting surfaces, the hooked portion, and the curved crotch, substantially in the manner and for the purposes described.

3. A coupling -hook consisting of a heel having a flattened abutting surface slotted horizontally and perforated vertically, as and for the purpose described,in combination with the posterior angular surfaces 6 6 the hooking portion, and the curved crotch, as shown and described.

4. The combination, in a car-coupler, ofthe draw-bar, the spring-actuated locking bolt or slide, the pivoted hooked coupler, constructed substantially as described, the spring connecting this coupler with the said draw-bar, and a device for retracting said locking bolt or-slide, substantially as described.

5., The combination, in a car-coupler, of a coupling-hook having a slotted heel and pivoted' to the end of a draw-bar, a locking-bolt connected to said hook by means of, a spring, a retracting device for the hook, and a bufferplate guided and cushioned. substantially in the manner and for the purpose described.

In testimony whereof I aflix my signature in presence of two Witnesses.

THOMAS P. EVANS. \Vitnesses:

JOHN T. SUTER, R. T. CAMPBE 

